Fuel heater



Jan. 27, 1931. E. E. HANs 1,790,469 9 FUEL HEATER Filed Oct. 20, 1922 2 Sheets-Sheet l E. E. HANS FUEL HEATER Filed Oct. 20,

Jan. 27, 1931.

1922 2 Sheets-Sheet 2 Patented Jan. 27, 1931 .UNITED sTA'lvEs4 EDMUND E'. HANS, oF DETRomMIcHIGAN FUEL HEa'rER Application med october 2o, 1922. serial No. 595,773. y

This invention relates to means for heating the fuel of internal Vcombustion engines, whether in the liquid or vaporized state, by means of the lubricating oil which has been 5 drawn from the crank case or other storage reservoir and heated by the exhaust gases of the engine for the purpose of driving E the gasoline which has become mixed with such oil by reason of leakage of the engine pistons 0 which permitted the gasoline to pass to the crank case, and this invention consists in the combination of a receptacle for the oil and means to heat the receptacle by the exhaust gases of the engine, a fuel receptacle or conduit, and means to bring the heated oil into Contact therewith. l Y

It further consists in means embodying a thermostat for controlling the How of oil through the heating device therefor so that 0 the oil passing to the fuel heater will be of the desired temperature. f

It also consists in means for controlling the action of the burnt gases upon the receptacle in which the oil is heated.

It also consists in the details of construction illustrated in the accompanying drawings and particularly pointed out in the claims.

In the accompanying drawings, Fig. 1 is a vertical section of special exhaust and intake 0 manifolds to carry out my present invention. Fig. 2 is a similar vsection of another embodi ment of the invention.V Figs. 3 and tare sections on the lines 3-3 and 4.--4 of Fig. 2 respectively. Fig. 5 isan elevation of a modilied form of control device for the exhaust gases. Fig. 6 is ay 4detail of the construction shown in Fig. 5. Fig. 7 is an elevationlofanother control device for the exhaust gases.

Fig. 8 is a vertical section of another form of oil heating device; Fig. 9 is a vertical section of another form of oil heater. Fig. 410 is a section on the line 10-10 of Fig. 9. Fig. 11

is a vertical section of another form of ,oil

heater. Fig.V 12 is a section on the line 12--12 -1 of Fig. V11. Fig. 13 is a vertical section of another form of fuelheater. Fig. 14 is a section on the line 14C-14 of Fig. 13. Y

Similar reference characters 'refer' to like pants throughout the several views.` y

Heating of fuel of internal combustion enginesby means of the cooling water of the engine and by means of theexhaust gases directly has been carriedout to some extent. Heating ofthe lubricating oil of internal combustion engines in order to drive olf the gasoline or other fuel which may have become mixed therewith has also been suggested and means have been suggested for cooling this-lubricating oil after it has been brought to a high temperature to evaporate the volatile impurities. Several devices for carrying out this idea are shownin my pendingapplication Serial Number 537 ,128, filed February 16,1922. y

The present invention embodies mechanism whereby the heat taken up by the lubrieating oil while being purified to remove the Volatile gasoline, kerosene, alcohol, wateror other impurities, is utilized to heat the fuel passing to the engine. The temperature of the fuel can be much more easily controlled when using this heated lubricating oil than when the circulating water or the exhaust gases are made use of.

In Fig. 2 of the drawings an exhaust 1nanifold 1 having ports 2 and a fuel or intake manifold 3 having ports t are'shown independent of the engine, but as the construction lfof the engine `forms no part of the present invention, and as this present invention is adapted to be used in connection with every type of internal combustion engine, no attempt is made to show the manner of connecting the manifolds to the engine or the construction of the engin-e.

The exhaust manifold 1 is connected to a passage 5 in which are mounted the valves 6 and 7' which control the openings 8 and 9 respectively. VAdjacent the passage 5 is an oil-heating chamber 10'on theupper end of which is'mounted a valve chamber 12. The lubricating oil passes to this oil-heating chamber through a pipe 11 and any desired means may be employed yto cause it to flow from this oil-heating chamber to the fuel heater.

Extending down from the valve chamber Y12 and intothe oil-heating chamber 10V is a substantially `cylindrical and preferably corrugated container 13, wherein the oil is heated by means of the exhaust which passes into this chamber 10 through the opening 8 and escapes therefrom through the opening 9 when the valves 6 and 7 are in the position shown in Fig. 2. The pipe 14 extends up from nearly the bottom of this container 13 and connects at its upper' end to a passage 15 in a Wall of the valve chamber, and a pipe 16 extends from this passage to the separating chamber 17. rlhe result Will be that the oil will stand in the valve chamber 12 at about the height of the intake end 18 of the pipe 16.

Instead of using` a pipe 16, a. passage 19 mayl be cored in the Wall of this valve chamber 12, as indicated in Fig. 3.

Mounted in the valve chamber is a seat 20 for the valve 21 which is normally held on its seat by means of the spring 22. So long as the oil in the valve chamber' remains below the maximum temperature, the thermostat 23 will not engage with the stem 24 of the valve 21 to lift it from its seat and only a minimum amount of oil will enter the valve chamber through the pipe 11 and the small passage 25, but as soon as the temperature of the oil around the thermostat 23 has reached the desired point, the thermostat Will lift the valve 21 and an additional amount of oil Will How down into the valve chamber and into the container 13.

The oil from the pipe 16 or passage 19, depending upon Which is used, flows into a separating chamber 17 which is formed with a series of transverse partitions 26, altere nate partitions being formed with openings 27 at opposite ends so that this heated oil when trickling through these holes 27 and flowing across the partitions 26 will freely give up the volatile impurities which flow back upward through the pipe 16 to its intake end 18 and then through the passage 28 back into the valve chamber, from which they may escape through the opening 29.

A pipe 31 is shown connecting to this separating chamber 17 and to the intake manifold 3 of the engine and may be provided With a valve 32. If 'the hole 29 is plugged or omitted and the valve 32 opened, these volatile impurities will be conducted to the intake manifold 3 so that they may pass into the engine as part of the fuel therefor. The valve 7 may be omitted if desired.

The heated oil passes from the separating chamber 17 to the fuel-heating chamber 34 by means of a pipe 35. This chamber 34 may be of any desired construction and several types will be explained later on. In Fig. 2, however, it is shown to have a partition 35 dividing it into tivo parts, one being a passage 36 which connects with the main portion 34 through an opening 37 and through a much smaller opening 38 at the lower end of this partition 35. A pip-e 39 conducts the oil from the passage 36 back to the main oil receptacle Which may be the crank case of the engine, if desired.

Upon the stopping, during cold Weather, of the engine to which this mechanism is attached, any oil remaining in the chamber 34 congeals and it Would become extremely difficult to force oil through the pipe 35 into this chamber to warm and then expel the oil therein, but Where the small passage 38 is left in the partition 35', the oil in this chamber 34 Will drain out after the flow through the pipe 35 has stopped.

Vlilhile the valves 6 and 7, or the valve 6 aione if the valve 7 is omitted, may be operated by hand, the mechanism shown in Fig. 2 may be employed. Attached to the Wall of the separating chamber 17 by means of a post 42 is a thermostat 43 mounted in a closed chamber 44 of any desired construetion, and a small shaft 45 is mounted in the Walls of this chamber and has a lever arm 47 attached to it Within the ch amber in the path of the free end of the thermostat 43. Outside the chamber and attached to the shaft 45 is another lever arm 46 Which connects to a link 48 that attaches to a small leverarm 49 attached to the pivot shaft 50 of the valve 6. If the valve 7 is used, a lever arm 52 attached to it connects to a lever arm 53 attached to the valve 6 by means of a link 54 so that these two valves will open and close simultaneously.

When the temperature Within the chamber 44 reaches a predetermined height because of the temperature of the oil passing through the separating chamber 17, these valves 6 and 7 Will be slowly closed and thus control the temperature Within this purify ing chamber 17. By means of these tivo thermostats 23 and 43, therefore, the temperature of the oil passing through the pipe can be absolutely controlled.

In the structure shown in F ig. 1, the exhaust manifold 61 has mounted on it or formed as part thereof a by-pass 62 into Which an oil-heating chamber 63 extends. vrThe lubricating oil passes into this chamber through a pipe 64 controlled by a valve 65, if desired, and passes from this chamber into a passage 66 from Which it iiows through a pipe 67. The intake manifold 68 is sur rounded by av acket 69 into the lower end of which the pipe 67 connects, While a` pipe 70 connects into the top vof this jacket and may extend to any storage receptacle, the crank case of the engine being preferred. A pipe 72 is shown to extend across through the intake manifold and connect into this jacket at its ends in order to permit the oil to pass freely from one side to the other of this jacket under the difference in pressure which usw ally occurs, and the pipe being in the path of the fuel as it passes from the carbureter 73 to the ports 74, a maximum heating effect of this portion of the oil will be secured.

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The throttle 76 of thisv carbureter is indicated in dott-ed lines onta shaft 77 and to this shaft are shown connected the two .leverfarms 78 `and 79, the former "connecting` by means yof a link 80 toa leverarm 81 on the shaft 82 that as the engine warms up, a smaller proportion of the exhaust is employed to heat the oil.

Vhen the engine is running at Vhigh speed its exhaust gases are extremely hot and itis therefore advisable to reduce the proportions which contact with the oil-heating chamber. If lany volatile impurities occur in the lubricating oil and these are volatilized in the oil-heating chamber 63, they may be carried olf through a pipe 86. In order to prevent the jacket 69 being filled with con gealed oil, a drain pipe 87 may be attached opposite the discharge end of the pipe 67 so as to permit the slow drainage of this charnber 69.

The details of constructionand the proportions of the parts of this oil and fuel heating mechanism may all be changed without departing from the spirit of my invention as set forth in the following claims.' Several examples of these changes and modifications are shown in Figs. 5 to 14 of the drawings.

In Fig. 5 a Combined manually and automatically operated exhaust control valve mechanism is shown. The exhaust passage 5 hasat-tached to it a plate 88 in which is mounted the shaft 89 which carries the eX- haust valve 90 which may be similar to the valve 6 shown in Fig. 2. To this shaft' is attached abar 91 which constitutes two lever arms, and this shaft is normally held in the to receive pins 102 carriedat thelower end of the bifurcated rod 103 and thisrod is connected to a thermostat 104 mounted in a .chamber 105 which has inlet and outlet pipes 106. These pipes may carry the circulating water of the engine or the heated lubricating 'oil to `thifs'thermostat and therebyldetermine whether the rod shall be raised sufhciently gh to engage the endof the rod .95 or :the end of the Jrod 9.7.

The slotted rod 101 ispreferalbly` .provided with a pin` 107 which .is slidable in the `slot 108 formed in the guide rod 109 which connects to the operatingmechanism of the throttleof the engine. l When the engine is .idling or when the engine iscold, the throttle of the engine is inwhat is termed the closed position, that is, in the position .which is as nearly closed as possible and still permit suiiicient fuel topass -tothe engine to keep it running. Under these Aconditions the valve 90 is across the exhaust passage, that is, in the positionof the valve v6 in Fig. 2. The result is that substantially all Vof the exhaust 'gases `pass into the oil-heating chamber and that the oil becomes quite hot. When this oil then passes through the small chamber by means of the `pipes 106, rthe thermostat 104 will be affected thereby and will lift the actuating rod 100 until it is in alinement with the rod 95. If now'the operator opens the throttle and thereby slides the rod 100 to the left in Fig. 5, he will cause lthe valve 90,to swingtoward vert-ical position and thus reduce the proportion of the .exhaust gases which flow to the oil heating chamber.

If the oil passing to the chamber 105 is not sufficiently hot to thus affect. the thermostat 104, the longitudinal movements of the rod 100 will have no effect on the valve 90, which remains in horizontal position until the rod 100 is elevated.` c Y When the rod 95 is pushed in the full distance so that the lower end of the bar 91 passes below the shaft 89, the spring 92 will throw this valve 90 to vertical position and iold it there until the temperature Vof the liquidcirculating through the chamber 105 falls sufficiently to permit the rod 100 to aline with the rod 97. lf now the throttle vactuating mechanism is so moved as to carry the rod 100 to the left, it will engage the right hand endv of the rod 97 and swing the parts back to the position indicated by the solid lines in Fig. 5. lt will therefore be seen that the thermostat 104 controls the position ofthe valve in the exhaust passage butthat this valve is actuated by the operator of the vehicle through the throttle-operating mechanism. It ,will also be understood that/'instead of the chamber 105 receiving the lubricating oil from the oilheating chamber, that these pipes 106 can convey a part of the cooling water of the engine or may even carry a part of the exhaust. In each case the operation will be determined by the temperature of the engine itself.

In Fig. 2 the receptacle 13 Yfor the oil is shown to be cylindrical and corrugated. In Figs. 9 and 10 the container 110 is shown rectangular and is placed directly opposite one or more of the exhaust ports 111 oftheengine and within the exhaust passage 112.` Figs. 9 and 10 indicateV how the exhaust will normally strike against the pivoted shields 113, but the dotted lines in Fig. 9 indicate how these :its Y `shields be swung `to horizontal l.position ".130

to permit the exhaust to impinge directly on the oil container 110. Any desired means may be employed to turn the shafts 114 on which these shields are mounted, a handle 115 being shown in Fig. 10. These shields are preferably provided with wings 116 to prevent the hot gases from passing around the shields and impinging on the ends and on the back of this container 110.

In the internal combustion engines employed in motor vehicles the exhaust gases are often found to be incandescent, that is, the combustion seems to be continued into the exhaust passage so that when the exhaust manifold removed tongues of flame shoot out through. the exhaust ports. 1n the construction shown in the drawings the actual llame is provided for to heat the oil containers and for this reason the shields 113 are provided with these wings 116. The construction shown in Fig. 2 is admirably adapted for high speed engines, but where the engines operate at comparatively low speeds, the oil container should be moved up into close proximity to the exhaust ports of the engine so that a maximum effect of the heat of the exhaust may be obtained.

Figs. 11 and 12 disclose a construction which is adapted to be used for heating the oil or for heating the fuel. Vhere this construction is used as a fuel heater, the shells 113 and 119 are connected by the heads 120 and 121 and by the circular partitions 122 which are provided with openings 123 to permit the oil to slowly pass through this centainer. rlhe oil enters through the passage 124 and leaves through the passage 125 and the volatile impurities may be drawn off through the pipe 126e. In this case the central cylinder 119 constitutes a part of the fuel passage of the engine. Where this construction is employed as an oil heater, the head 120 may be attached to the flange 126 shown in Fig. 1 and the exhaust will pass down th rough the central passage 119.

In Figs. 13 and 14 a structure is shown which may also be employed as either the fuel-heating chamber or the oil-heating chamber. lffhen employed as the fuel-heating chamber, the shell 130 will constitute the fuel passage which is interrupted at intervals bv nieans of the transverse walls or hns 131, 132 and 133. rlhe position and the arrangement ef these walls may be varied within very wide limits. Extending from the shell. 130 into the space between them and the outer shell 134 are the short fins 135 which take up the heat of the oil which enters at 136 and passes around the shell 130 to the passage 137. This heat is communicated to the inner fins 131, 132 and 133. Any volatile matter in the oil may pass out through the small pipe 133. As explained in connection with the other fuel heaters, a small relief pipe 139 will be connected into the space between the shells 130 and 134 to drain the space between these two shells when the engine is stopped. When this construction is used as an oil heater, the exhaust will pass through the shell 130 and thus heat will be communicated to the fins 131, 132 and 133 to the shell 130 and by the small ribs 135 to the oil between the shells 130 and 134. In this case the small passage 139 may be omitted. i

In the construction shown in Fig. 7, the exhaust passage 140 is adjacent the oil-heating chamber 141 and a valve 142 to control the passage of the exhaust into the oil-heating chamber is mounted on the shaft 143 to which an operating arm 144 is attached. A cylinder 145 contains a piston 146 whose rod 147 connects to the operating arm 144 by means of the link 143. The intake manifold 149 connects to a valve chamber 150 by means of a pipe 152 and this valve chamber connects to one end of the cylinder 145 by leans of a pipe A thermostat chamber 154 connects to the oil-container in the heating chamber for the eil by means of a pipe 155 and the oil escapes from this chamber 154 through the pipe 15G and normally will iiow back to the crank case.

The thermostat 157 connects to the valve by means of the rod 159. lVhen the oil has reached a predetermined temperature, the free arm of the thermostat 157 moves up as shown in Fig. 7 and lifts the valve 158 from its seat across the lower end of the pipe 152 and when so lifted this valve permits a connection between the pipes 152 and 153 and the suction of the intake manifold to draw the piston 146 to the position shown in this ligure and to swing the valve 142 to vertical position. As soon, however, as the temperature of the oil falls below a predetermined point, the valve 158 closes the lower end of the pipe 152 and breaks the connection between it and the pipe 153 which results in the suction within the cylinder being broken and permits the spring 160 to swing the lever arm 144 to carry the valve 142 to horizontal position, which again forces the exhaust to pass through the oil-heating chamber and thereby raise the temperature of the oil passing through this hermostat chamber 154. 1n this case again the temperature of the oil controls the action of the exhaust gases on the container within the oil-heating chamber. It will be understood that the manifold 149 is merely used as an example of mechanism for creating the vacuum and that a small bleed hole may be provided in the piston 146 or at the end of cylinder 145 adjacent pipe 153 to reduce the vacuum therein when valve 158 is closed or other well-known means provided for the purpose.

1n the construction shown in Fig. 8 the exhaust enters the exhaust passage 163 through ports 164 and passes down through the continuation 165 of this passage, and the burn- J rincones ing gas'impinges on the voil container 16.6.- pairl of shafts 167 are mounted at the upper level of this passage 163'and to these shaftsl are connected the valves 168.. Lever arms 169 and 170 are connected to these shafts'167 and a link 171 connects these lever arms, A third lever arm 172 is vattached to oneof these shafts andftoan operating rod 173 which may have an operating knob174 attached to its'opposite end. When this knob is in the position shown in the drawing and the two valves are in the upright position as shown in solid lines, the exhaust can sweep up along the entire length of the container 166 and alargeamount` of heat is imparted thereto, but whenless heat islrequire'd, the'lrnob 174 is pushed in and the valves are swung down to dotted line position, which virtually reduces the capacity of thexoil container for absorbing heat one half.

Mounted on this heating chamber is a control-chamber 175'inA which a valve seat 176 .and passes down into the chamber 175 andV into the oil container 166, then up through the pipe 184 and out through the pipe 185.

Resting on the lower arm of thethermo! stat 179 is a rod 186 which is connected by an electric wire 188 to a current source. 1When the temperature of the oil in the chamber 175 has reached the predetermined maximum, this rod 186 will engage the contact 189 on the wire 19() and cause the lamp 191 to burn.,`

The operator will then push in the handle 174 and reduce the eect vof the exhaust.`

After the temperature of the oil `drops belov7 a predetermined point, the contact 199l Von this rod 186 will engage the contact'198 at the end of the wire 194 and .cause `the lamp 195 to burn. These lamps are mounted on any desired support 196 through which they may be grounded in the usual manner. The g contacts are preferably within anl enclosed` chamber wherethe oill is not liable to' reach them. The volatile vapors from the oil may passl off through a pipe 198. VThis signal,-v `mechanismv may be used in anyone of the structures already described'which isV provided with a thermostat..- Y

, It will be understood that the structures shown in Figs'. 11 to 14 inclusive may be,con nected to the air-intake openings ,ofcarbureters for the purpose of utilizingthe heat of the purilied oil to heat the air used inV carbureting the liquid fuel.

I claim 1. In a vfuel heater, the combination of the y exhaust passage of an' internal combustion engine, a heating chamber for the lubricating oil of the AVengine adjacent the' exhaust passage, a pipe to conductthe oil tothe heat-fVv ving chamber, means to supply fuelto the engine provided with a container for heated ltainer is of oil, aeonduit` for conveying heated oil from the heating chamber to said container and: Vmea-ns dependentV uponv the' temperature of oil inthe heating chamber forinaintaining the. temperature thereof substantially unifornnwhere'by the `oil conveyedxto` said containei is of substantially uniform temper ture. 1'

. 2. In a fuel heater, the combination of the Aexhaust passage of anr internal combustion engine, a heating chamber `for the lubricating-oil of the 'engine Yadjacent the kexhaust passage, a pipe to conduct the oil to theheat ing chamber, means to supply fuel to the enoil,` a conduit for conveyingheated oil from` theheating chamber to said container, and' Y athermostat to controltheraction oftheex-- haust on said heating chamber whereby the oil conveyed tosaid container is ofsubstain tially uniform temperature.

V4. In an internal combustionengine, the combination of an oil container in the-path vof the exhaust gases, Vmeans to by-pa'ss the exhaust gases around said container, means to convey oil tosaid container, means to supply fuel to the engine embodying lmeans to heat thefuel, a conduit to convey heated oil to said fuel heating means, and a thermostatV to Vcontrolithe heating action of the exhaust y gases whereby the o'ilrc'onveyed to said con substantially uniform tempera-.K

' lao bul'elf. r:

5.In'anxinternal combustion engine, the

combination of anv oil container adj'acentthe i,

exhaust'. passage, temperature 1 controlled:`

vmeans to by-pass the exhaust gases-around said. heatingcontainerf whereby the temperature of. oil therein ismaintainedsubstantial ly uniform, means to conveyoil to said con- Y tainer, means to supply fuel to the engine comprising means constructed-to heat the fuel, and a conduit to convey heated oilrto said Vfuel heating means.

f6. In an internal combustion engine, thev combination ofga heating chamberg adjacent to the exhaust passage, means to Vby-pass` the. exhaust gases around said heating chamber, means to convey oil vto. and from said heating,

chamber, and thermostatic`- means4 tof Icontrol* the'flow of eiland theoperation of saidby# pass mea-ns. Y f y l ;7 In thelubricating system of an internalV combustion engine an oil heating chamber and temperature controlled means for regulating the flow of oil thereto and the application of heat thereto.

8. In the lubricating system of an internal combustion engine an oil heating chamber, mea-ns aected by the temperature o oil in such chamber for controlling the flow of oil thereto and means affected by the temperature of the oil in such chamber for controlling the application of heat thereto.

9. In the lubricating system of an internal combustion engine an oil heating chamber, temperature controlled means for controlling the application or heat thereto and a thermostat submerged in the oil in said chamber for controlling the i'loW of oil thereto.

10. In the lubricating system of an internal combustion engine a hea? exchange device including a chamber for the lubricating oil, an oil inlet to said chamber, an oil outlet from a high point in said chamberwhereby the chamber is normally kept substantially full of oil and a bleed valve at a lovv point in the chamber permitting slow exit of oil therefrom. Y

11. In the lubricating system of an internal combustion engine a heat exchange device including a chamber for the lubricating oil, an oil inlet to said chamber, an oil outlet from a high point in said chamber, a bleed valve at a low point in said chamber permitting slow drainage of oil therefrom, and a vent for the escape of vapors produced in said chamber.

12. In an internal combustion Vengine the combination of an exhaust passage, a heating chamber extending into said passage, a pipe to supply the lubricating oil of the engine to said heating chamber, means to supply 'fuel to the engine provided With a containeror heated oil, a conduit for conveying heated' oil from the heating chamber to said container and means responsive to the temperature of the oil in said heating chamber to control the flow of oil thereto.

13. In an internal combustion engine the combination of an exhaustpassage, a heating chamber extending into said passage, a pipe to supply the lubricating Voil of the engine to said heating chamber, means to supply fuel to the engine provided with a container for heated oil, a conduit for conveying heated oil from the heating chamber to said container and a thermostat in said heating chamber for controlling the flow of oil thereto.

14. In an internal combustion engine the combination of an exhaust passage, a heating chamber extending into said passage, a conduit for supplying the lubricating oil of the engine to said heating chamber, means to supply fuel to the engine provided with a container for heated oil, means comprising conduits and a separating chamber for conducting heated oil from said heating chamber to said container, means responsive to the temperature of the oil in said heating chamber torcontrol the flow of oil thereto and a vent for vapors from said separating chamber.

15. In an internal combustion engine the combination of an exhaust passage, a heating chamber extending into said passage, a conduit for supplying the lubricating oil of the engine to said heating chamber, means to supply fuel to the engine provided With a container for heated oil, means comprising conduits and a separating chamber for conducting heated oil from said heating chamber to said container, means responsive to the temperature of the oil in said heating chamber to control the flow of oil thereto and means `for conducting vapors from said scparating chamber to the intake of said engine.

EDMUND E. HANS. 

